Electric train-stop



n G. B. BAILEY.V

ELECTRIC TRAIN STOP.

APPLICATION FILED AUGIS. 1918.

Patented Apr. 26, l1921.

(. B. BAILEY.

ELECTRIC TRAINv STOP. APPLICATION FILED AuG.3. IaIa.

1,376,245. Patented Apr. 26, 1921.

' 2 SHEETS-SHEET 2.

UNITED STATES GEORGE B. BAILEY, OF LINTON, INDIANA.

v ELECTRIC TRAIN-STOP.

Specication of Letters Patent. Patented Apr, 26, 1.921.

Application filed August 3, 1918. Serial No. 248,110.

To @ZZ w hom it may concern.'

Be it known that I, GEORGE B. BAILEY, a citizen of the United States of America, residing at Linton, in the county of Greene and State of Indiana, have invented new and useful Improvements in Electric Train- Stops, of which the following is a specification.

The invention is designed with the particular purpose in view of providing an equipment to be carried in the cab of a locomotive and to be connected with the air brake system thereof, the device being rendered operative by means remote from the locomotive.

A further purpose of the invention is to provide means contained within the device itself for maintaining it in operation until it performs its function irrespective of the interval during which the exterior means acts.

A still further purpose is to provide a compact, durable, effective, inexpensive device of this character which may be easily and quickly applied to locomotives without requiring any material modifications in the construction thereof.

The drawings illustrate and the specification describes a particular embodiment of the invention which at the present time is thought to be the preferred embodiment. To this, however, the invention is not to be restricted. The right is reserved to make such changes or alterations as the actual reduction to practice may suggest, .in so far as such changes or alterations are comprehended in spirit by the subjoined claims.

In the accompanying drawings:

Figure 1 is a view partlyin plan and partly diagrammatic, showing all parts of the invention and the manner of operation,

Fig. 2Ais a side elevation of the air valve operating mechanism,

Fig. 3 is a section on the line 3 3 of Fig. 1,

Fig. 4 is a section on the line 4-4 of Fig. 1,

Fig. 5 is a section on. the line 5-5 of Fig. l.

Fig. 6 is a section on the line 6-6 of FiU. 1.

Fig. 7 is a section on the line ,7 7` of s shown in thedrawings there is a frame 1 in which are carried electromagnetic couples 2 and 3, the individual's and the two couples being united on their upper ends by a plate 4 made of some non-ma netic material such as brass or the like. Vt an intermediate position on the plate 4, there is carried a block 5 which may be formed integrally with the plate or made separately and thereafter attached to the plate by any suitable means. On the top of this block .5, there is carried a plate 6, but this plate 1s made of any insulating material such as fiber or a material possessing similar strength and insulating characteristic. The magnet cores 8 forms a metallic connection with the plate 4 and the latter is made of non-magnetic material, so that when one magnetic couple is energized its magnetism may not be transferred readily to the other. Resting upon felt cushions 9 there are armatures 10, one for each magnetic couple, and these armatures are connected with staffs 11 which rise upwardly between the two magnets comprising either couple and pass slidably through the plate 4 at the tops of the magnests. This staff 11 is made preferably square or polygonal in cross section and passes through a similarly shaped hole in the plate 4, thus vproviding for sliding movement of the staffs to preclude angular movement thereof.

Each staff carries at its free end a contact point 12 and both of these contact points have coperating contact members 13 which are fixed in the insulating plate 6 and which are provided with suitablebinding posts 14 to permit the ready attachment Vof wires thereto. The cushions rest upon the bottom of the frame 1 and the two magnetic couples by means of the plate 4 are united into one structure of which the platel 6 and block 5 are also a part. This unitary structure is yieldingly supported in the frame by springs` 15 by means of which it is suspended from the top o f the frame, and springs 16 by ijpeans of which lateral movement is cared On the bottom of the frame 1 there are mounted the binding posts 18, 19, 20 and 21, and the two ends of the magnetic couple 3 are connected to the binding posts 20 and 21 by leads 22 and 23 respectively.

A motor 24 ycomprises the means for operating the air valve of the air brake -system olf theV locomotiveto which the device is attached and the binding post 24 lof this motor is connected to the binding post 19 by the' lead 25. yA lead 26 is employed to The magnetic couple 2 is connected in parallel with the motor v24, leads 32 and 33 connecting the binding posts 30 and 24a with the two ends of the windingof this couple. The energy for operating the m0- tor 24 is supplied from a storage battery 34 and its positive and negative terminals connect with the binding posts 19 and 18 respectively by means of wires or leads 35 and 36.

There is indicated in the drawings, a valve 37 which is presumed to be the controlling valve of the air brake system of a train. The stem 38 of this valve is engaged by theend of a sleeve member 39 at the opposite end of which there is carried a'hand lever 40. Telescoped within the tubular member 39 there is a shaft 41 supported in bearing blocks 42 which are carried on a suitable base 43. This shaft 41 carries a disk 44 which as toothed, as shown, on its periphery. This disk abuts the end of the sleeve member 39 and the latter is provided with a spring-held latch 45 which engages in the teeth of the disk. This spring-held latch normally engages the teeth of the disk, but may be withdrawn therefrom by pressure exerted upon the lever 46 which serves to withdraw the latch from the teeth against the pressure of the spring. The shaft 41 carries a worm gear 47 and the latter is engaged by a worm 48 mounted on a shaft 49 journaled in bearing blocks 50 which are mounted on the base 43. This shaft 49 receives its motion from the motor 24 and to that end the latter carries on its shaft a worm 51 which meshes with a worm wheel 52 carried by the shaft 49.

It will be 'observed that when the motor 24 begins to turn, rotary movement will be imparted to the shaft 4l` and since this carries the disk 44 and the latch 45 of the lever 40 engages the teeth of this disk and this lever is secured to the sleeve member 39,V the sleeve member and the shaft 41 become a locked mechanism, but this locked or positive connection between the two is unlocked after the lever 40 moves through a prescribed arc so that the sleeve member 39 may be released on the turning of the valve 37 into such a position as will enable the air brake mechanism to be 'operated'. The release of the lever from the disk 44 is accomplished when the lever 46 impacts against the free arm of the bell crank lever 53 arm of the bell crank lever is not engaged by the lever 46 as before said.

The wires or leads 29 and 31 which lead to the automatic switch connect with the bell crank lever 53 and contact member 55 respectively.

The means for initially starting the mechanism hereinbefore described, it is intended shall be operated from a signal tower, station or the like indicated in thedrawings by the numeral 58. At the end of each block of the system on which the device is used, there is carried a rail 59 which may be either attached to the rails comprising the track from which of course it must be insulated or from suitable insulating means. supported on the ties. In order that the operator in the signal tower 58 may control the blocks to either side of him, there are provided three switches 60, one

terminal of each of Vwhich is connected to.

one of the three rails 59 by a wire 61. The other terminals of the three switches are connected together and one terminal of a battery 62 communicates with these interconnected terminals of the switches by means of a wire 63, an electrically operated block signal 64 being serially connected in the wire'63. The remaining terminal of the battery 62 connects with the track rails by means of arwire 65.

The truck 66 of the locomotive on which the device is presumed to be in use is indicatedpin the drawings and on this brake there is mounted an arm 67 with insulation 68 interposed between it and the point of mounting on the truck. This arm 67 is made preferably of some material that will permit its yielding laterally in opposite directionsso that the shoe 69 which is carried at its free end may be brought -into firm frictional contact with the rails 59 as the truck 68 moves overthe track. Y

The binding post 21 connects with the arm 67 by means of a wire 70 and the binding post 20 effects electrical connection 'with Vsomepart of the brake sothat the track on which the brake is moving may be employed as a part of the circuit involved. In the drawings, a wire 71 indicates the connection between the binding post'20 and the Wtruck..

position for rendering the air brake apparatus inert. Let it be assumed that an operator in the tower 58 desiring to secure a certain block against the admission of a train into that block, he closes the switch 60 of the block sought to be protected. An approaching train is about to enter this block. The contact shoe on its locomotive engages the rail 59 of that block. Thereupon, a circuit is established to which the battery 62 can supply energ and this circuit comprises the wire 63 with its included signaling device 64, the particular switch 60 concerned, the particular wire 61 concerned, the particular rail 59, the shoe 69, the arm 67, the wire 70, the binding post 21, the wire 23, the magnetic couple 3, the wire 22, the binding post 20, the truck 66the track, and the wire 65. Thus the magnetic couple 3 is energized, raising its attendant armature 10 whose contact member 12 carried on its staff 11 is brought against the contact member 13. Thereupon, the storage battery 34 is permitted to supply current to the motor 24, the circuit set up by this operation permitting the flow of current from the positive terminal of the storage battery 34, over the 'wire 35, the binding post 19, the wire 25 and the motor terminal 24, where the current divides, part passing over the wire 33 through the magnetic couple 2, and over the wire 32, the other passing through the motor winding and reuniting with the other division at the motor terminal 30, from which the current passes over the wire 31 to the contact member 55 of the automatic switch, then through the contact member 56, the bell crank lever 53, the wire 29, the binding post 14 just above the magnetic couple 2, over the wire 26, if the armature of the` magnetic couple 3 is still raised, (if not, the current passes from the contact member 13 of the magnetic couple 2 to the contact member 12 of the latter,) over the staff 11 of the magnetic couple 2 onto the plate 4, block 5, over the wire 26, the binding post 18 and the wire 36 back to the negative terminal or the battery. It will thus be observed that either the magnetic couple 2 or 3 serves to electrically connect the motor with the battery 34, the latter being operated by any one of the switches 60 and the former automatically operated as a consequence of the operation of the latter. Thus, if the switches 60 are closed only for a very short interval of time, that interval of time is suflicient for the establishment of a circuit which is maintained by the magnetic couple 2 until the device has therefore completed its operation of moving the valve 38 into a position effective for operating the air brakes.

When the motor 24 has once been put in motion in'the manner just before described, its rotary movement is transmitted, in the manner previously described tothe tubular` member 39, and since an angular movement of one-hundred and eighty degrees is sufficient to effect the operation of the valve 38 and the lever 46 impacts on the free arm of the bell crank lever 53; this impact orr engagement of the two levers results in the separation of the contact members 55 and 56, as well as releasing the lever 40 from engagement with the toothed disk 44. The separation of the contacts 55 and 56 interrupts the circuit from which current to the motor is supplied. Therefore, the motor deprived of its source of energy comes to a rest and the magnetic couple 2 is deprived of its energy, vthus allowing its armature 10 to drop and open the circuit at another point between the contact members 13 and 12 of that particular magnetic couple.

The motor, however, when deprived of its current does not come to an immediate stop,

but runs for some few moments thereafter, due to the impetus acquired from its movement under power. But there is no'shock imparted to the valve operated mechanism because the positive connection between the motor and the valve is broken immediately the lever 46 impacts against the free arm of the bell crank lever 53.

The device having once been operated in the manner described, and having resulted in the setting of the air brakes which bring the train on which the device is attached to a stop, the valve 38 is moved back to its inoperative position by returning the lever 40 by hand to its previous position, the latch the while being held out of engagement with the teeth of the disk 44. The returning of the lever 40, of course, permits the resumption of the normal position of the bell crank lever 53, and the device is then ready to be operated a second time to effect the stopping of the train.

The invention having been described, what is claimed as new and useful is 1. In a device of the class described, the

combination with an emergency air brake I mounted at one end of the tubular member,

a shaft telescopically engaging the tubular member, a toothed disk carried on the shaft, a spring-held latch engaging the teeth of said disk, a motor, connections between the motor and the said shaft, an electrical supply means for the motor, a cut-out inserted between the motor and its supply means, means for throwing the motor into circuit with its supply means, and means carried by the lever and engaging the spring-held latch whereby when the motor is put in motion, the valve is operated and the cutout automatically operated andthe latch released from the disk.

2. In a device of the class described, the combination with an emergency air brake valve of a locomotive,rof a tubular member positively engagingthe valve stem, a lever mounted at one end of the tubular member, a shaft telescopically engaging the `tubular member, a toothed disk carried on the shaft, a `spring-held latch engaging the teeth of said disk, a motor, connections between the motor and the said shaft, an electrical supply means for the motor, aout-out inserted between the motor and its supply means, means to be operated from a signaltower for initially connecting the motor with its supply means, means. for maintainingV the motor in connection with the supply means irrespective of whether the last said means remains operative or not. y

3. In a device of the kind described, the combination with an emergency air brake valve of a locomotive, of a tubular member positively engagingthe valve stem,l a

lever mounted `at one end of the tubular member, a shaft telescopically engaging the tubular member, a'toothed disk carried on the shaft, a spring held latch engaging the teeth of said disk, a motor, an electrical supply means for the motor, a cut-out inserted between the motor and its supply means, means for throwing the motor into circuit with the supply means, geared connections between the motor and said shaft, and a spring held member included in the cut-out and disposed to engage said spring held latch after a specified langular movement of the lever whereby, when `the Ymotor is put in motion, the valve is operated, the cut-out opened and the latch released from the disk.

In testimony whereof I aix my signature.

GEORGE B. BAILEY. 

